Vehicle-gear.



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(No Model /@Qf/Jue NITED STATES PATENT OFFICE GEORGE W. FARRELL, OF AU SABLE FORKS, NEW YORK, ASSIGNOR TO ADELLE FARRELL, OE SAME PLACE, VAND ALBERT W. SHIELDS AND B. B. MASON, OF KEESEVILLE, NEW YORK.

SPEGIFGATION forming part of Letters Patent N o. 641,945, dated danuary 23, 1900.

Application filed March 31, 1899. Serial No. 711,260. (No model.)

To all whom t may concern:

Be it known that I, GEORGE W. FARRELL, a citizen of the United States, residing at Au Sable Forks, county of Essex, and State of New York, have invented certain new and useful Improvements in Vehicle-Gears, of which the following is a specification.

The invention relates to such improvements; and it consists of the novel construction and combination of parts hereinafter described and subsequently claimed.

Reference may be had to the accompanying drawings, and the numerals of reference marked thereon, which form a part of this specification.

Similar numerals refer to similar parts in the several figures therein.

Figure 1 of the drawings is a top plan View of my improved gear. Fig. 2 is a view in side elevation of the same. Fig. 3 is a central vertical cross-section of the same, taken on the broken line 3 3 in Fig. 2, showing the pivotal connection by which the springs are connected with each other. Fig. 4is a side View of one end of the cross-bar detached.

The hind axle 1 and the bolster or headblock 2 are of the usual form, and the latter may be secured to the front axle (not shown) in any known manner.

The longitudinal steel springs 3 3 are each secured at one end to the head-block and at the other end to the hind axle, as by the shackles 4 4 4 4, which are bolted upon and' inclose the axle and head-block, respectively, in the usual manner. The shackles are provided with projecting ears, between which the ends of the steel springs are respectively secured by bolts in the usual manner, as shown at 5 5 5 5.

The longitudinal spring-boards 6 6 are rigidly secured at their ends to the head-block and axle, respectively, in aknown manner, as by bolts 7 7, passing down through the boards and the head-block or axle. As shown in Fig. 2, the ends of the boards rest on top of the block and axle, while the ends of the metallic springs are supported in a lower plane in the shackles.

The metallic springs are normally arched, so that the middle part of each is several inches higher than the ends. The normal form of the spring-boards is approximately straight. The middle parts of the metal springs and boards are forced to occupy approxi-mately the same level by means of the cross-bar 8, the ends of which are provided with a shoulder 9 and threaded stem 10, adapted to enter an eye formed in the lug l1, depending from the middle part of the metallic spring adjacent thereto. Each end of the cross-rod is thus secured to one of the metallic springs by nuts 12, applied to the threaded projecting ends of the stems 10, the stems being left free to turn in the respective lugs. The middle part of each spring-board being superposed upon the cross-rod is rmly secured thereto in a known manner, as by bolts 13.

The spring-blocks 14 14 are secured to the respective metal springs, as by means of clips 15 15, which respectively embrace a springblock and a metal spring and are provided with screw-threaded stems projected downwardly through the metal plate 16, integral with the lug 11, and secured by nuts 17 on the projecting ends of said stems, whereby a` spring-block, a metallic spring, and a lug 11 are all held firmly together, as shown.

By having the metallic springs normally arched and the spring-boards forcibly arched one set of springs acts against the other set when there is no load or strain. Such action tends to prevent excessive reactionary upward movement of the parts in passing over unusual obstructions in use. An excessive downward movement is prevented by the sustaining aid of the spring-boards when their middle parts are bent down below their ends.

A vehicle provided with my improved springs will be nearly as responsive to a light asto a heavy load, thus enabling either two or four persons to ride in the same wagon with approximately the same degree of comfort.

By having two sets of springs pivotally con- IQO body by the vibratory movement of the stiff ends of the. spring-boards as they are vibrated by the vertical movement of the Wheels and axles in passing over rough roads.

The Wagon-body (not shown) may be secured to the spring-blocks in any known 2. In a vehicle-gear, the combination with the head-block and hind axle, of metallic springs with relatively-flexible ends connecting the block and axle; a spring-board with relati vely-inlexible ends connecting the block and axle; a spring-block rigidly secured to the middle part of the springs; and a pivotal connection between the board and springs, whereby the vibratory movements of the board ends do not communicate similar movements to a spring-block, substantially as described. y

In testimonyl whereof I have hereunto set my hand this 30th day of May, 1898.

GEORGE W. FARRELL.

Witnesses:

GEO. A. MosHER, FRANK C. CURTIS. 

